Primer for internal combustion motors



Feb. 9, 1943.

J. L. OSBURN 'E'r-AL PRIMER FOR INTERNAL COMBUSTION MOTORS Filed NOV 22,1940 B w- 1 m Patented Feb. 9, 1943 OFFICE PRIMER. eon INTERNALCOIVLBUSTION MOTORS Jesse L. Osburn and William H. Fain,- Houston, Tex.

Application November 22, 1940-, Serial No. 366,600

4 Claims.

This invention relates to a primer for an intemal combustion motor.

An object of the invention is to provide an automatic primer forsupplying a priming charge of motive fluid to the motor upon startingthe motor when it is cold and for then automatically cutting off thepriming fluid when the motor has reached a predetermined temperature orwhen the vacuum in the intake manifold has reached a predeterminedintensity.

By the use of the primer herein described, the choke valve and shaft orcables or the electrically operated choke, commonly used, may bedispensed with. Choke devices above referred to and commonly employedare under the control of the operator and in use are often inadvertentlyallowed to remain partly closed thus causing the motor to be suppliedwith a mixture which is too rich or causes flooding of the motor. Theinvention herein described is effective to automatically supply to themotor the necessary motive fluid for priming purposes but positivelypreventing the supply of additional priming flud after the necessitytherefor has ceased.

It is another object of the invention to provide an automatic primingdevice which conduces to the quick and easy starting of the motorthereby reducing wear on the starter and drain of-the battery to aminimum and eliminating backfiring or misfiring of the motor togetherwith the attendant shocks to the driving gearing of the vehicle. I

It is a further feature of the invention to provide a very simple typeof primer that may be cheaply produced and readily installed.

With the above and other objects in view the invention has particularrelation to certain novel features of construction, operation andarrangement of parts, an example of which is given in this specificationand illustrated in the accompanying drawing, wherein:

Figure 1 shows a sectional view of the primer shown in closed position,and

Figure 2 shows a side view of the carbureter and intake pipe showing theprimer mounted in relation to the intake and exhaust manifolds.

Referring now more particularly to the drawing wherein like numerals ofreference designate the same parts in each of the figures the numeral Idesignates the body which is preferably'in the form of a cylindricalblock and screwed onto the ends of which are the caps 2 and 3. Clampedbetween the cap 2 and the adjacent end of the body there is a flexiblediaphragm 4 and clamped between the cap 3 and the adjacent end of the-body there is a flexible diaphragm 5. The primer may be secured to theexhaust-manifold f the motor by means of a-suitable bracket 1, madeintegral with cap 2, or may be separately constructed. Fastened to thisbracketthere is a thermostat 8 preferably -U-shaped in form and one endof which may besecured-to the bracket by the bolt 9. The free end of thethermostat is .arranged opposite the-corresponding end of the plunger l0 which works through a bearing in the cap 2 andwhose innerend is formedwith a head ll having an oval bearing face which rests againstthe-center of the diaphragm 4. When the-thermostat B is cold, its 'freeend will be relieved from the plunger Ill, but when it reaches apredetermined temperature its free end willact against the plunger-J 0which in turn will operate against thediaphragm 4.- The influence of thethermostat on the plunger 10 may be regulated by an adjusting screw [2which is threaded through the bracket 1, and whose inner end of thediaphragm 5.

The body I has a central opening ll extending entirely therethrough oneend of which is enlarged forming a chamber [8.

A hollow tubular valve casing I9 is screwed into the opening H, saidcasing having an enlarged head 20 with a gasket 2! clamped between saidhead and the bottom of the chamber l8. A

valve stem 22 is fitted into the valve casing and has a longitudinalflute 23 extending from end to end thereof. The inner end of the valvestem 22 is reduced in diameter and. formed into a tapered valve 24adapted to open and close the annular seat 25 in the corresponding endof the valve cas- An actuating rod 26 has one end seated on thediaphragm 5 and the other end of this rod is seated in a deep socket inthe opposing end of the valve stem 22.

In Figure 1 the parts are shown in the position they will occupy whenthe motor is running and the thermostat 8 is subjected to the normalheat of the motor. Under these conditions the valve 24 will be heldseated against the seat 25 to positively close the latter, the rodoperating against the diaphragm 5 to place the spring 14 under therequired compression.

The primer is connected into a branch line 21 which leads from the fuelpipe 28. This fuel pipe 28 leads from the fuel pump and enters thecarburetor 29 which is connected to the intake pipe 33 leading to theintake manifold 3| of the motor. The intake pipe 30 is controlled bymeans of the conventional type of throttle valve 32. The branch line 21leads from the fuel pipe 28 and enters one side of the body I andleading from it there is a duct 33 which conducts a priming fluid fromthe branch line 21 and which fluid passes" through the seat 25, when thevalve 24 is open, and passes thence along the flute 23 into the chamber[8 and passes thence through the duct 34, leading from said chamber, andthrough the pipe 35 into the intake pipe 30. The pipe 35 terminates in arestricted choke 38 so that the priming fluid will be projected, underfuel pump pressure, into the intake pipe ina small stream which will becarried along with the air to the motor combustion chambers. It is to benoted that when the motor is cold, the free end of the thermostat willbe relieved from the plunger Ill and the spring I 4 will hold the valve24 open as hereinabove explained so that the priming fluid can readilyflow from the fluid pipe 28 through the branch line 21 and through theprimer into the intake pipe 39 when the starter is operatedto start themotor. The priming operation will continue so long as the throttle valve32 is maintained partly open until the thermostat 8 has reached atemperature to cause it to act against the plunger IE] to close thevalve 24. It is to be here noted that the end of the stem 22 oppositethe valve 28 is at all times in abutting relation with the diaphragm 4and said diaphragm and stem move in unison.

There is a suction pipe 31 one end of which is extended through the cap3 on the opposite side of the diaphragm 5 from the valve seat 25 and theother end of which terminates in the intake pipe 33.

I'he intensity of the vacuum in theintake pipe varies with the positionof the throttle valve 32, the vacuum being highest when the throttlevalve is closed and the engine is idling, the vacuum decreasing as thethrottle valve is opened The compression of the spring i4 is soadjusted, by the adjusting screw 56, that the diaphragm 5 will be pulledaway from the rod 26 only-when the motor is idling and the vacuum ishighest in the intake pipe 33 and simultaneously the diaphragm l willoperate-against the valve stem 22 to close the valve 25. Therefore, ifat any time before the thermostat 8 has reached its predeterminedtemperature and has closed the valve 24, the throttle valve 32 should beclosed, the valve 2 will also be closed, by the actionof the diaphragm-3 thus preventing an excess of motive fluid from reaching the motor.

When the motor is running but still cold the valve 2 will be controlledby the suction of the motor. Under increase of motor speed the throttlevalve will have been opened wider and the vacuum in the itnake pipe 30decreased allowing the spring [4 to act to open the valve 24 further toadmit more priming fluid; but upon closing of the throttle valve thespeed of the motor will decrease and the vacuum in the intake pipe 30will increase thus relieving the diaphragm 5 from the rod 26 andallowing the diaphragm 4 to move the valve 25 toward closed position todecrease the supply of priming fluid; however when the motor is hot andthe thermostat 3 is in action said thermostat takes control andmaintains the valve 24 in closed position until the motor again cools.

The drawing and description are illustrative merely while the broadprinciple of the invention will be defined by the appended claims.

What we claim is:

1. A primer for an internal combustion motor, comprising a body having aconduit leading therethrough connected at one end to a source of motivefluid supply, and at its other end into the motor intake, a valvemovable to open or close the conduit and to thereby control the flow offluid therethrough, yieldable means which inelude diaphragms arranged onopposite sides of the valve for normally holding the valve in openposition, and means when under the influence of the heat of the motoreffective to move the valve to closed position to close the conduit.

2. A primer for an internal combustion motor, comprising a body having aconduit leading therethrough, connected at one end to a source of motivefluid supply, and at its other end into the motor intake, a valvemovable to open or close the conduit and to thereby control the-flow offluid therethrough, yieldable means Which include diaphragrns arrangedon opposite sides of the valve for normally holding thevalve in openposition, and a suction conduit connected into the motor intake throughwhich suction may be applied to the valve holding means to effectclosing of the valve.

3. Aprimer for an internal combustion motor comprising a body having aclosed conduit for liquid under pressure leading therethrough, connectedat one end to a source of motive fluid supply, and terminating at itsother end in a restricted discharge nozzle in the motor intake, a valvemovable to open or close the conduit and to thereby control the flow offluid therethrough, a suction conduit connected into the motor intakeand also connected into said body and a diaphragm across the bodyseparating sa1d conduits and arranged to be effected by the suction ofthe motor to allow the closing of the valve.

4. A primer for an internal combustion motor comprising a body having aconduit adapted to conduct liquid under pressure therethrough andconnected at one end to a source of motive fluid supply and at its otherend into the motor intake, a valve movable to open or close the conduitand to thereby control the flow of liquid therethrough, movable means-onopposite sides of the valve and including a flexible diaphragmfor-normally holding the valve in open position, and means when underthe influence of the heat of the motor effective to co-act with saidmovable means to move the valve to closed position to close the conduit.

JESSE L. OSBURN. WILLIAM H, FAIN.

